Today's Message Index:
----------------------
1. 03:51 AM - Re: Engine quitting (Fox5flyer)
2. 06:45 AM - Re: small file Blank series V weight and balance (Randy Daughenbaugh)
3. 07:42 AM - "Easy-Lift" Amphibious Floats (Barry)
4. 07:55 AM - Re: Door Struts (Noel Loveys)
5. 08:45 AM - Re: Engine quitting (wingsdown)
6. 09:21 AM - KITFOX PARTS AND OTHER AIRCRAFT PARTS FOR SALE UPDATE: (wingsdown)
7. 09:36 AM - Re: Engine quitting (AMuller589@aol.com)
8. 09:52 AM - Re: Engine quitting (AMuller589@aol.com)
9. 02:02 PM - Little help with windshield please. (Dave G.)
10. 02:31 PM - Re: Engine quitting (Jim Crowder)
11. 02:38 PM - Ethanol and wing tanks (Michel Verheughe)
12. 04:28 PM - Re: Little help with windshield please. (Jimmie Blackwell)
13. 04:46 PM - Re: small file Blank series V weight and balance (kerrjohna@comcast.net)
14. 06:14 PM - Re: Little help with windshield please. (Dave and Diane)
15. 06:35 PM - Re: Little help with windshield please. (Dave G.)
16. 07:54 PM - Re: Ethanol and wing tanks (Lowell Fitt)
17. 09:19 PM - Re: Little help with windshield please. (kurt schrader)
18. 09:44 PM - Re: Engine quitting (kurt schrader)
19. 09:55 PM - Re: Engine quitting (kurt schrader)
20. 10:26 PM - Re: Engine quitting (Jim Crowder)
Message 1
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| Subject: | Re: Engine quitting |
MessageAll of that might be true for the turbo, but not for the normally
aspirated.
Deke
----- Original Message -----
From: wingsdown
To: kitfox-list@matronics.com
Sent: Saturday, August 12, 2006 9:37 PM
Subject: RE: Kitfox-List: Engine quitting
!200 too 1400 RPMs is fine. 1350 is what I remember as recommended.
Any more and you run the risk of floating off the end of the strip. What
you have to rethink with the Sub is running lean. You cannot go full
rich on landings, just cant, especially if you do that cross or down
wind. Just lean her out for the power sitting you have. Remember if you
have a go around you need to do two things instead of one, full rich
full power. Yea, yea you shouldn't have to do that, OK well then you
need a different engine or fuel management system. Even on the ground if
you don't lean so that a quick push on the ego stick causes her to
stumble or quite she is to fat and nobody likes a fat lady, with few
exceptions :). So for the NSI/Subaru folks that's just the way it is if
you run the TBI. Might want to do the idel adjustment on a hot engine.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of QSS
Sent: Saturday, August 12, 2006 1:20 AM
To: kitfox-list@matronics.com
Subject: Kitfox-List: Engine quitting
Hi Guys, I am having problems with the idle on my subaru and have
twice now had to do a dead stick landing when pulling power on final.
Has anyone with an Ellison TBI had a similar experience. Im running on
1200-1400 at idle and when on the ground and warming the engine up it
runs fine but after flying for an hour or so she begins running rough at
low revs and will quit on me if im not careful when I pull power.
Regards
Graeme
Message 2
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| Subject: | small file Blank series V weight and balance |
--> Kitfox-List message posted by: "Randy Daughenbaugh" <rjdaugh@rapidnet.com>
Kurt,
That slot, cut by Skystar, was what got me looking at it again. My trim was
not going all the way to the bottom of the slot. Now it does.
I thought that slot was awful big when I was building. But now I am using
all the slot! Hopefully I am the only one to make this mistake.
Randy
.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of kurt schrader
Sent: Saturday, August 12, 2006 10:50 PM
Subject: RE: Kitfox-List: small file Blank series V weight and balance
--> Kitfox-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hi Randy,
I am trying to remember from construction. Was the
slot in the access panel for the stab leading edge
already cut? Did yours go to the bottom of the slot
origionally and you cut more out, or did you already
have more room? I am just trying to figure an easy
point of comparison.....
Kurt S.
--- Randy Daughenbaugh <rjdaugh@rapidnet.com> wrote:
> I should pass on something I found to give more tail
> down authority.
>
> When I built my plane I wasn't sure where the
> adjustment should be on the
> trim screw jack. So I put it about mid point.
> During a recent condition
> inspection, I got curious and found that I was not
> getting the leading edge
> of the horizontal stabilizer down as far as I could.
> So I moved the
> connection on the screw jack to a low as I could get
> it.
>
> This gives me much more tail down authority. I can
> put the tail wheel down
> first even with full flaps. I have only tried
> dumping flaps a couple of
> times. It works well, but I feel I am busy enough
> on landing without adding another task. ;-)
>
> Randy Series 5/7
__________________________________________________
Message 3
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| Subject: | "Easy-Lift" Amphibious Floats |
A friend is installing "Easy-Lift" 1050 Amphib Floats on a Model III.
The Canadian Co went out of business around 1992 and before the
entire kit was Shipped.
We are looking for Rigging Info for the Fox in hopes of not having to
work through all the design trial and error.
Thanks
Barry
Message 4
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--> Kitfox-List message posted by: "Noel Loveys" <noelloveys@yahoo.ca>
No joke. In some ways I wish it were.
My ASI usually reads below 80. Just what I'd expect. The gps was reading
around 100-105 in dead calm air with the Aerocets slung underneath. I did a
double check to make sure that I didn't have the GPS set to Km as I also use
the unit in the car and we have to use metric on the highways here. I
usually reset it to MPH when I put it in my flight bag and to metric after I
download my flight to the computer.
There is an island 19.8 miles distance from my house on the day I took the
GPS readings I flew from the island over my house in just under 12 minutes.
The reason I timed the trip has to do with all the locals here who rate
their boats on how long it takes to get to Exploits Island and how much fuel
they use in doing the trip. I always grin an tell them 12 minutes and less
than a gallon of gas ( Imperial gallon ) That makes my speed out to be 99
mph. Right around that time they mention that I won't drop in because of
the salt water...
A couple of long time pilots of Merlins and Avids have commented to me on
how fast my plane seems to be. That is probably the most subjective
assessment that can be made. But at least it makes me feel pretty good.
Like your self I'm sceptical of that amount of speed. My GPS is relatively
new but they have been known to have errors ... More the further north you
go. On that day I flew 246 miles according to the track on the GPS. My
total air time from the time I turned the unit on was almost exactly 3
hours. Considering that I did a 7 minute engine warm up/taxi and 4 practice
circuits as well as the taxi back to the beach (much shorter) my airspeed
must have been close to the 100 point... go figure.
The greatest thrill of flying this plane is its ability to get in and out of
some pretty small ponds.
Noel
> -----Original Message-----
> From: owner-kitfox-list-server@matronics.com
> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Dave
> Sent: Saturday, August 12, 2006 12:21 PM
> To: kitfox-list@matronics.com
> Subject: Re: Kitfox-List: Door Struts
>
>
> --> Kitfox-List message posted by: "Dave" <dave@cfisher.com>
>
> Hi Noel,
> I don't have gas strut on doors and my doors will stay open without a
> problem.
>
> Also I saw your picture the other day and you have a nice
> looking Kitfox.
>
> What are your true airspeeds on floats in MPH ? you must be
> joking about
> the 105 comment ?
> 582 Kitfox 3 is likely to be close to low 80s at very best.
>
> Dave
>
>
> ----- Original Message -----
> From: "Noel Loveys" <noelloveys@yahoo.ca>
> To: <kitfox-list@matronics.com>
> Sent: Saturday, August 12, 2006 8:09 AM
> Subject: RE: Kitfox-List: Door Struts
>
>
> > --> Kitfox-List message posted by: "Noel Loveys"
> <noelloveys@yahoo.ca>
> >
> > My strut (1) is mounted on the back. It doesn't flutter at
> all in flight.
> > Airspeed may be a factor... The asi reads around 85mph in
> still air. The
> > gps says closer to 105.
> >
> > Photography with the door open is exceptional. There is nothing to
> > vibrate
> > the lens of the camera and of course nothing to diffuse the
> image. I tend
> > to use wider angle lenses and point and press then crop the
> image on the
> > ground. If you use a digital camera ( usually I do ) try
> to get one with
> > the most pixels possible and don't use the digital zoom.
> For 35MM I stick
> > with the slowest film to do the job and a 1A(very light
> salmon colour)
> > filter on a UV filter. The 2 1/4 Sq allows more
> flexibility with film but
> > I
> > use the same filter pac. Leave the lenses at infinity and set the
> > exposure
> > before leaving the ground.
> >
> > I use the neck strap until the door is closed and the
> camera is stowed.
> >
> > Noel
> >
> >
> >
> >> -----Original Message-----
> >> From: owner-kitfox-list-server@matronics.com
> >> [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of
> >> kurt schrader
> >> Sent: Saturday, August 12, 2006 2:10 AM
> >> To: kitfox-list@matronics.com
> >> Subject: Re: Kitfox-List: Door Struts
> >>
> >>
> >> --> Kitfox-List message posted by: kurt schrader
> >> <smokey_bear_40220@yahoo.com>
> >>
> >> The struts are usually installed on the front, but
> >> some have put them in back. This allows for easier
> >> entry and exit, but in back is almost certain to
> >> flutter, if opened in flight. I kept mine in front on
> >> the factory mounts. S-5 model
> >>
> >> Kurt S.
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 5
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True I did have the turbo version of the NSI, and I don't have the
manual with me, but the induction system, ignition and redrive are the
same. Under idle and approach they are very similar, no boost
condition. While I don't dispute your opinion I would strongly suggest
Graeme give my suggestion a try. Did you get those idle numbers from the
manual? This is not a rotax or rotax gear box set up. Torsional
differences is why the NSI redrive was designed the way it was.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Fox5flyer
Sent: Sunday, August 13, 2006 3:49 AM
Subject: Re: Kitfox-List: Engine quitting
All of that might be true for the turbo, but not for the normally
aspirated.
Deke
----- Original Message -----
From: wingsdown <mailto:wingsdown@comcast.net>
Sent: Saturday, August 12, 2006 9:37 PM
Subject: RE: Kitfox-List: Engine quitting
!200 too 1400 RPMs is fine. 1350 is what I remember as recommended. Any
more and you run the risk of floating off the end of the strip. What you
have to rethink with the Sub is running lean. You cannot go full rich on
landings, just cant, especially if you do that cross or down wind. Just
lean her out for the power sitting you have. Remember if you have a go
around you need to do two things instead of one, full rich full
power. Yea, yea you shouldn't have to do that, OK well then you need a
different engine or fuel management system. Even on the ground if you
don't lean so that a quick push on the ego stick causes her to stumble
or quite she is to fat and nobody likes a fat lady, with few exceptions
:). So for the NSI/Subaru folks that's just the way it is if you run
the TBI. Might want to do the idel adjustment on a hot engine.
Rick
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of QSS
Sent: Saturday, August 12, 2006 1:20 AM
Subject: Kitfox-List: Engine quitting
Hi Guys, I am having problems with the idle on my subaru and have twice
now had to do a dead stick landing when pulling power on final. Has
anyone with an Ellison TBI had a similar experience. Im running on
1200-1400 at idle and when on the ground and warming the engine up it
runs fine but after flying for an hour or so she begins running rough at
low revs and will quit on me if im not careful when I pull power.
Regards
Graeme
Message 6
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| Subject: | KITFOX PARTS AND OTHER AIRCRAFT PARTS FOR SALE UPDATE: |
--> Kitfox-List message posted by: "wingsdown" <wingsdown@comcast.net>
KITFOX PARTS AND OTHER AIRCRAFT PARTS FOR SALE UPDATE: 081306
Just listed on Ebay wings and such under kitfox.................starting
bid is $1.00 (SOLD)
Also just listed on Ebay flight gear bag and accessories under flight
bag............. (SOLD)
Custom air oil separators as seen on sportflight pic post $150.00
each......................both for 250
CAP 140 complete hub assembly for NSI redrive, may fit others, no blades
$1,500 OBO.............
E.I digital EGT instrument, no probe $180 each or both for
$300.00....................
Hand held radio Yaesu VXA-200. This was there top of the line model and
should be compared to same now, has altitude,density altitude,pressure
alt. Temp, VOR heading plus extra Nmhi battery and programming software
and cable, list was over $600.00 sell for $350.00....................
COM/nav antenna model VHF5-1 by AAE thin flat composite style list $125
sell for $85.00..................
Intercom by PS Engineering model PM1000II with digital cockpit record
option $300.00..................
Electric clock model MD-90 $60.00.....................
Turtle deck with smoke grey lexan, has scratch in glass 150.00 if you do
a pick up I have material for replacement......sold
Electric servo/ jack screw assembly $500.00 OBO..................
Wheel pant left side only painted ready to mount or repaint
$50.00............
Rudder $300.00..............sold
Elevator $225.00..............sold
VDO gages:
2 1/8 tack , water temp,oil pressure, boost, large RPM 3 1/8 maybe 1/4,
EGT make offer..............
Cargo bay bag with aluminum custom fit bottom, no sagging. $95.00
.........................
Left long wing, moderate damage pick up only,
$1,500.00....................sold
Right long wing major tip damage , $750.00................sold
Lift struts, pair, faired $600.00 pick up only................sold
Horizontal Stabilator faired strut braces pair $100.00.................
Custom super trapp exhaust system. Will require the welding of a 3 bolt
flange to exhaust down pipe. $300.00 Pics on request....................
EA-81 turbo engine parts, blocks, engine mounts left and right, cranks,
rods, push rods, heads, cams, open price to be set, accepting
offers................
NSI alternator pulley New $60.00.......................
SS flight controls all factory parts available in excellent
condition....................
Strut end farings. These go at the top of the strus for less drag.
$60.00 for the complete set never installed.....SOLD
Carbon monoxide by coguardian. Plugs into lighter socket audible plus
digital level indicator. They have a web site. $99.00 ...............
Bendix/King fin type transponder antenna with ground plane plate
$50.00.....................
Airborne vacuum regulator valve model 2H3-23 #9AK FAA PMA list $728.00
in ACS catalog make offer..................
Airborne filter mount with filter best offer.............
Wood pistol grips modified one short on passenger PIC side regularl
length with PTTs $50.00 both..................
Mr. Funnel large for water seperation funnel filling of fuel
$20.00...............
Remote PTT $5.00 with other purchse..............
Cessna dual vacuume gage with pop up no vac indicators can be used on
single system PN C668519-0101 $35.00............
Tire or tyre front Aero classic 11X4.00-5 8ply with new tube
$40.00......................
Cockpit light with flood or spot adjustment (model S1990) with red or
white light adjustment, with dim bright adjustment manufactured by
soderberg $55.00.......................
Landing light pulse unit. This is a CODE 3 unit model 700 which will
pulse or run steady, switch able $30.00. Beats the heck out of STC
units...........
Thanks so much
Rick
Message 7
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| Subject: | Re: Engine quitting |
We have no problems with the Subaru Eggenfellner modifications. You could
look into using the factory original computer and installing an aftermarket fuel
pressure regulator. There are no adjustments and has been to 13000 nonturbo.
Message 8
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| Subject: | Re: Engine quitting |
I searche for Ellison TBI and came up with a lot of hits such as below. You
could try the same search and look for similar problems.
_Ellison TBI Unframed!_
(http://aolsearch.aol.com/aol/redir?src=websearch&requestId=c9af36654124e801&clickedItemRank=1&userQuery=Ellison+TBI&clickedItemURN
http://www.eaa1000.av.org/fltrpts/q200/tbiunframed.htm&title=Ellison+TBI+Unfra
med!&clickedItemPageRanking=1&clickedItemPage=1)
There was never anything wrong with the Ellison TBI. The TBI masked a fuel
header tank ... Brian installs a Ellison TBI because it is simpler, lighter,
...http://www.eaa1000.av.org/fltrpts/q200/tbiunframed.htm
Message 9
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| Subject: | Little help with windshield please. |
I'm stuck for a bit on the wings waiting for parts and have started
installing a new windshield. I removed all the fabric from one butt rib
and I noticed that there is no reinforment strip to catch the rivets
from the skylight. I can find no reference to one in the build manual
but placed one anyway. I have no need to strip the butt rib on the other
side but it is also lacking this strip. Is it normally there or not? I
think I could place one without removing the fabric.
Message 10
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| Subject: | Re: Engine quitting |
NSI Turbo Operating limits from Lance:
IDLE 1350-1400
Cruse 3200-4400 (3600-4000 best)
Take off RPM (Max) 5600
Take off (Minutes) 3
Max continuous RPM 4800
Never exceed RPM 5900
EXHAUST GAS TEMP
Green arch 1350-1575
Yellow arch 1550-1600
Red arch 1600
OIL PRESSURE: (PSI)
Red 0-20
Yellow 20-35
Green 35-72
Lance placed special attention to never allowing the oil pressure to
fall below 20 psi. RPM must be high enough to maintain the pressure
above 20 psi. Needed attention to this in my experience occurs when
the engine is very hot. I also have NSI's published limits for other
engines, also, should anyone want them.
Jim Crowder
At 04:49 AM 8/13/2006, you wrote:
>All of that might be true for the turbo, but not for the normally aspirated.
>Deke
>
>----- Original Message -----
>From: <mailto:wingsdown@comcast.net>wingsdown
>To: <mailto:kitfox-list@matronics.com>kitfox-list@matronics.com
>Sent: Saturday, August 12, 2006 9:37 PM
>Subject: RE: Kitfox-List: Engine quitting
>
>!200 too 1400 RPMs is fine. 1350 is what I remember as recommended.
>Any more and you run the risk of floating off the end of the strip.
>What you have to rethink with the Sub is running lean. You cannot go
>full rich on landings, just cant, especially if you do that cross or
>down wind. Just lean her out for the power sitting you have.
>Remember if you have a go around you need to do two things instead
>of one, full rich full power. Yea, yea you shouldn't have to do
>that, OK well then you need a different engine or fuel management
>system. Even on the ground if you don't lean so that a quick push on
>the ego stick causes her to stumble or quite she is to fat and
>nobody likes a fat lady, with few exceptions :). So for the
>NSI/Subaru folks that's just the way it is if you run the TBI. Might
>want to do the idel adjustment on a hot engine.
>
>Rick
Message 11
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| Subject: | Ethanol and wing tanks |
--> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
I know, I know, we have already discussed that many times but on the
Jabiru list, there is a Bill Evans who writes the following:
"The fuel tank problem can be solved. The airlines and Military use a
Thiokol Rubber sealant generally known as PRC."
Then later,
"I can buy PRC here from the local aircraft service and maintenance
shops. I believe it is manufactured by Pro-Seal now. You might search on
the part number PRC-1422 A2 The A is the thin stuff and the 2 is the pot
life. Full cure is probably 8 hours at 70F."
Just to let you know, guys. I don't know the first thing about that
product, I am only the go-between, the messenger, the informant, the
spy, the turncoat, the ... ok, I'll shut up! :-)
Cheers,
Michel
Message 12
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| Subject: | Re: Little help with windshield please. |
Dave
My manual calls for a reenforcement strip. However the original builder did
not install it. Anyway, when I replaced the windshield I used SS screws with
a nylon washer on top and a SS washer and nut on the underside of the butt rib.
It takes a little more time to install with screws, but I have not had any
signs of the Lexan cracking as I have seen with rivets. Since I was using washers
I did not see the need for a reenforcement strip.
If you use this method, be sure to drill holes in the Lexan a bit larger than
the screws to take care of contraction and expansion from temperature changes.
Hope this helps.
Jimmie
"Dave G." <occom@ns.sympatico.ca> wrote:
I'm stuck for a bit on the wings waiting for parts and have started installing
a new windshield. I removed all the fabric from one butt rib and I noticed
that there is no reinforment strip to catch the rivets from the skylight.
I can find no reference to one in the build manual but placed one anyway. I
have no need to strip the butt rib on the other side but it is also lacking this
strip. Is it normally there or not? I think I could place one without removing
the fabric.
Message 13
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| Subject: | Re: small file Blank series V weight and balance |
This is a recurring thread and often addresses the benefit of sealing the horizontal
stabilizer/elevator gap.
John Kerr
-------------- Original message --------------
From: kurt schrader <smokey_bear_40220@yahoo.com>
> --> Kitfox-List message posted by: kurt schrader
>
> I kept my CG forward so that I could carry a large
> load in the baggage area with no problem. If I need
> to move it aft some, I have a second battery just aft
> of the firewall that I can relocate further aft to
> make fine adjustments.
>
> I calculate it will hold 135 lbs in the back, even
> with full fuel and 2 people and still be OK. Running
> empty, a 170 lb pilot can run all but the header tank
> dry and still be in CG. I am over that weight, so
> I've got all the fuel available too.
>
> This does mean that I have a forward CG with no other
> load on board though. But on my cross country flights
> the average load puts it in a great place for an
> enjoyable ride.
>
> For landing, I normally use 1/2 flaps and push flaps
> up on touchdown. It sits right down and stays there.
> No flaps, I have to be careful or it will bounce, if I
> don't stick the tail right. So far I do my best
> landings when no one is looking and flub it
> publically. :-(
>
> Kurt S. S-5/NSI turbo
>
> --- AMuller589@aol.com wrote:
>
> > what is your c.g. you may need weight in the tail
> > and should have at least a mid range c.g.
>
> __________________________________________________
>
>
>
>
>
>
>
>
>
>
>
>
<html><body>
<DIV>This is a recurring thread and often addresses the benefit of sealing the
horizontal stabilizer/elevator gap.</DIV>
<DIV> </DIV>
<DIV>John Kerr</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: kurt schrader
<smokey_bear_40220@yahoo.com> <BR><BR>> --> Kitfox-List message
posted by: kurt schrader <SMOKEY_BEAR_40220@YAHOO.COM><BR>> <BR>> I kept
my CG forward so that I could carry a large <BR>> load in the baggage area
with no problem. If I need <BR>> to move it aft some, I have a second battery
just aft <BR>> of the firewall that I can relocate further aft to <BR>>
make fine adjustments. <BR>> <BR>> I calculate it will hold 135 lbs
in the back, even <BR>> with full fuel and 2 people and still be OK. Running
<BR>> empty, a 170 lb pilot can run all but the header tank <BR>> dry
and still be in CG. I am over that weight, so <BR>> I've got all the fuel available
too. <BR>> <BR>> This does mean that I have a forward CG with no
other <BR>> load on board though. But on my cros
s coun
<BR>&
> _
Message 14
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| Subject: | Re: Little help with windshield please. |
--> Kitfox-List message posted by: Dave and Diane <ddsyverson@comcast.net>
Dave G,
The manual for my Model 7 calls for a strip of aluminum bonded with structural
adhesive on the inside edge of the upper capstrip on the buttrib. The
fastners for the windscreen are supposed to go into the aluminum strip.
Sincerely,
Dave S
St Paul, MN
On Sunday 13 August 2006 3:59 pm, Dave G. wrote:
> I'm stuck for a bit on the wings waiting for parts and have started
> installing a new windshield. I removed all the fabric from one butt rib and
> I noticed that there is no reinforment strip
Message 15
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| Subject: | Re: Little help with windshield please. |
--> Kitfox-List message posted by: "Dave G." <occom@ns.sympatico.ca>
I figured there should be one. I've installed one on the side I stripped. I
guess I'll have a go at the other side. Thanks.
Message 16
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| Subject: | Re: Ethanol and wing tanks |
--> Kitfox-List message posted by: "Lowell Fitt" <lcfitt@sbcglobal.net>
Michel,
My only thought on that is that the military and airlines do not use alcohol
containing fuels, but jet-(something). I'm pretty sure I wouldn,t want to
be the Beta tester for the group using alcohol containing mo-gas. I have
already sloshed one completed wing tank and don't want to do it again or
make that twice if the Thiakol material doesn't work.
' though, I did a quick search on Google and found that there is a BD-4
thread recommending the material in the metal wing conversion. I don't know
which fuel they use.
Lowell
----- Original Message -----
From: "Michel Verheughe" <michel@online.no>
Sent: Sunday, August 13, 2006 2:36 PM
Subject: Kitfox-List: Ethanol and wing tanks
> --> Kitfox-List message posted by: Michel Verheughe <michel@online.no>
>
> I know, I know, we have already discussed that many times but on the
> Jabiru list, there is a Bill Evans who writes the following:
>
> "The fuel tank problem can be solved. The airlines and Military use a
> Thiokol Rubber sealant generally known as PRC."
>
> Then later,
>
> "I can buy PRC here from the local aircraft service and maintenance
> shops. I believe it is manufactured by Pro-Seal now. You might search on
> the part number PRC-1422 A2 The A is the thin stuff and the 2 is the pot
> life. Full cure is probably 8 hours at 70F."
>
> Just to let you know, guys. I don't know the first thing about that
> product, I am only the go-between, the messenger, the informant, the spy,
> the turncoat, the ... ok, I'll shut up! :-)
>
> Cheers,
> Michel
>
>
>
Message 17
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| Subject: | Re: Little help with windshield please. |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Dave and Jimmie,
2 seperate considerations here. There are washers
made to be used on the inside of the rivets to keep
them from pulling thru the wood, if that is the only
consideration. The glued in strip is just easier to
keep in place than trying to hold a washer while
pulling rivets, but the washer gives you and option.
Second, there should be a reinforcement between the
rib cap and the rib web. This is so that the rib cap
glue does not let go with the strong lift created by
the windscreen. That has happened a few times.
I made "L" shaped reinforcements that are glued and
riveted to the web, then drilled thru for the
windscreen bolts I used like Jimmie's, instead of
rivets. I didn't reinforce every bolt, but maybe
every third. For the other bolts I just used washers
like Jimmie did.
Kurt S.
--- Jimmie Blackwell <jimmieblackwell@sbcglobal.net>
wrote:
> Dave
>
> My manual calls for a reenforcement strip.
> However the original builder did not install it.
> Anyway, when I replaced the windshield I used SS
> screws with a nylon washer on top and a SS washer
> and nut on the underside of the butt rib. It takes
> a little more time to install with screws, but I
> have not had any signs of the Lexan cracking as I
> have seen with rivets. Since I was using washers I
> did not see the need for a reenforcement strip.
>
> If you use this method, be sure to drill holes in
> the Lexan a bit larger than the screws to take care
> of contraction and expansion from temperature
> changes.
>
> Hope this helps.
>
> Jimmie
>
> "Dave G." <occom@ns.sympatico.ca> wrote:
> I'm stuck for a bit on the wings waiting
> for parts and have started installing a new
> windshield. I removed all the fabric from one butt
> rib and I noticed that there is no reinforment strip
> to catch the rivets from the skylight. I can find no
> reference to one in the build manual but placed one
> anyway. I have no need to strip the butt rib on the
> other side but it is also lacking this strip. Is it
> normally there or not? I think I could place one
> without removing the fabric.
__________________________________________________
Message 18
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| Subject: | Re: Engine quitting |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Those are the limits I recieved too. However, I use
1450 as my max EGT, 1800 rpm and 30 psi oil pressure
as my minimums.
I can see lower rpm and oil pressures when landing,
but I try to correct them ASAP. My oil pressure gauge
flashes at me below 30 psi. No inflight shutdowns to
date, intended or otherwise.
I can not operate in the 4000 rpm range below 1450
egt, even full rich. I normally cruise at 32-3300 rpm
and 85 knots/98 mph. Seems to be the prop's sweet
spot for smoothness.
Kurt S. S-5/NSI turbo
--- Jim Crowder <jimlc@att.net> wrote:
> NSI Turbo Operating limits from Lance:
>
> IDLE 1350-1400
> Cruse 3200-4400 (3600-4000 best)
> Take off RPM (Max) 5600
> Take off (Minutes) 3
> Max continuous RPM 4800
> Never exceed RPM 5900
>
> EXHAUST GAS TEMP
> Green arch 1350-1575
> Yellow arch 1550-1600
> Red arch 1600
>
> OIL PRESSURE: (PSI)
>
> Red 0-20
> Yellow 20-35
> Green 35-72
>
> Lance placed special attention to never allowing the
> oil pressure to
> fall below 20 psi. RPM must be high enough to
> maintain the pressure
> above 20 psi. Needed attention to this in my
> experience occurs when
> the engine is very hot. I also have NSI's published
> limits for other
> engines, also, should anyone want them.
>
> Jim Crowder
__________________________________________________
Message 19
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| Subject: | Re: Engine quitting |
--> Kitfox-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Be very careful with pressure regulators. I added one
to my plane and it never got off the ground. During
testing it failed shut. There is no fail-safe
operation that way. One small "O" ring shut off all
fuel and I had to remove it. If you know of one that
is fail safe, you might try it, but be careful.
Kurt S.
--- AMuller589@aol.com wrote:
> We have no problems with the Subaru Eggenfellner
> modifications. You could
> look into using the factory original computer and
> installing an aftermarket fuel
> pressure regulator. There are no adjustments and
> has been to 13000 nonturbo.
__________________________________________________
Message 20
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| Subject: | Re: Engine quitting |
--> Kitfox-List message posted by: Jim Crowder <jimlc@att.net>
Kurt,
Those all look to be good conservative numbers to me. My plane has
never been flown enough to confirm the sweet spot, but I suspect it
would be similar to yours. I can say that with a hot engine, lower
RPM's lead to lower oil pressure and hence your 1800 rpm seems about
right. We have just set the rpm by watching the oil pressure and
like you, have looked for something like 30 psi. Lance told me the
20 psi is the absolute minimum.
I've finished my chemo treatments and am beginning to feel better. I
came down with a cold a few days ago, which in my vulnerable state
has set me back a few days, but I think I will be able to get back to
my hangar latter this week to get things going again. The first
three sessions went so well there was some doubt about the benefit of
the fourth session, but in the end it was decided I would receive
it. I will know the result from it in about six weeks. Even without
it, my PSA is down to 0.21 before the fourth treatment and I do still
have my prostate gland. Remember all of you guys over 40, get your
PSA screening test regularly.
I still plan to sell my current engine and total fire-wall forward
package with the CAP and go for a 1320 gross wt. and simple
airplane. I have given it a lot of thought and at my age (70 in
Sept.), it seems the smart way to go.
Jim Crowder
At 10:41 PM 8/13/2006, you wrote:
>Those are the limits I recieved too. However, I use
>1450 as my max EGT, 1800 rpm and 30 psi oil pressure
>as my minimums.
>
>I can see lower rpm and oil pressures when landing,
>but I try to correct them ASAP. My oil pressure gauge
>flashes at me below 30 psi. No inflight shutdowns to
>date, intended or otherwise.
>
>I can not operate in the 4000 rpm range below 1450
>egt, even full rich. I normally cruise at 32-3300 rpm
>and 85 knots/98 mph. Seems to be the prop's sweet
>spot for smoothness.
>
>Kurt S. S-5/NSI turbo
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